Motor vehicle door lock

ABSTRACT

The object of the present invention is a vehicle door latch, which in its standard design contains a locking mechanism ( 1, 2 ) consisting mainly of a catch ( 1 ) and pawl ( 2 ). In addition, a blocking element ( 17 ) for a locking lever ( 18 ) is provided, in which the blocking element ( 17 ) prevents, when the catch ( 1 ) is open, that the locking lever ( 18 ) takes up its locking position. According to the invention, the blocking element ( 17 ) is a non-slam lock ( 17 ) controlled by the catch ( 1 ), which with the locking lever ( 18 ) in unlocking position, engages into a recess ( 20 ) of the locking levers ( 18 ) in order to block it.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a National Stage Application of International Patent ApplicationNo. PCT/DE 2004/000911, with an international filing date of Apr. 30,2004, which is based on German Patent Application No. 103 20 447.4,filed May 8, 2003. The contents of both of these specifications areincorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention refers to a vehicle door latch with a locking mechanismconsisting mainly of a catch und pawl and a blocking element for alocking lever, in which the blocking element prevents—when the catch isopen—that the locking lever assumes its locking position.—Generally theblocking element ensures that the locking lever remains in its unlockingposition when the catch is open or opened.

2. Description of Related Art

In a vehicle door latch of the embodiment described above and accordingto DE 199 34 128 A1, a special stroke of the internal door handle isrequired to be able to move a respective central locking lever into itslocked position. Patent Application DE 102 40 003, to be considered inaccordance with § 3 (2) PatG, also discloses a catch that is combinedwith a catch lever to form one subassembly.

The overall aim is to achieve that with the door and consequently alsothe catch open, the respective locking lever cannot assume its lockingposition as this could also cause the catch to be closed. This in turnwould result in the, for example, manually closed vehicle door to strikeagainst the obligatory locking pin, as the catch is no longer open.

The prior embodiments cannot convince in all points, as they require atleast costly designs. The invention aims to provide a solution for this.

BRIEF DESCRIPTION OF THE DRAWINGS

Below, the invention is explained in detail with reference to a drawingshowing only one embodiment, in which:

FIGS. 1 and 2 show different views of the vehicle door latch accordingto the invention,

FIG. 3 shows the vehicle door latch according to FIGS. 1 and 2 with aninsert for holding the intermediate element installed in the latchhousing, and

FIGS. 4 and 5 show the non-slam lock on the intermediate element withopen (FIG. 4) and closed catch (FIG. 5).

BRIEF SUMMARY OF THE INVENTION

The invention described herein provides a vehicle door latch with alocking mechanism (1, 2) consisting mainly of a catch (1) and pawl (2)and containing a blocking element (17) for a locking lever (18), inwhich the blocking element (17), with the catch (1) opened, prevents thelocking lever (18) from taking up its locking position, characterized inthat the blocking element (17) is designed as a non-slam lock (17)controlled by the catch (1), which, with the locking lever (18) inunlocking position, engages into in a recess (20) of the locking lever(18) in order to block said lever.

In certain embodiments of the invention described herein, the blockingelement (17) is designed as a mainly linearly moveable sliding lever(17).

In certain embodiments of the invention described herein, the blockingelement (17) is connected to an intermediate element (5) acted upon bythe catch (1) and together forming a crank mechanism (5, 17).

In certain embodiments of the invention described herein, the blockingelement (17) contains a front projection (19) engaging into the recess(20).

In certain embodiments of the invention described herein, the blockingelement (17) contains a stop (21) for limiting its travel in case of theprojection (19) moving into the recess (20).

In certain embodiments of the invention described herein, the blockingelement (17) is rotatably connected to the intermediate element (5)designed as a catch-detecting lever (5).

In certain embodiments of the invention described herein, the blockingelement (17) is guided on an insert (13).

In certain embodiments of the invention described herein, the blockingelement (17) contains a recess (22) for a bearing journal (23) of theintermediate element (5).

In certain embodiments of the invention described herein, the blockingelement (17) can be moved to and fro between a retracted end position,releasing the locking lever (18), and an advanced end position, blockingthe locking lever (18).

In certain embodiments of the invention described herein, the two endpositions are defined by the recess (22) on one and the stop (21) of theblocking element (17) on the other hand.

DETAILED DESCRIPTION OF THE INVENTION

The invention is based on the technical problem of further developing avehicle door latch of the above embodiment in such a way that it isprevented in a simple manner that the locking lever assumes it lockingposition.

To solve this task, the invention suggests a vehicle door latch of theabove type in which the blocking element is designed as a non-slam lockcontrolled by the catch, which, with the locking lever being in theunlocking position, engages into a recess of the locking lever in orderto block it.

In contrast to DE 102 40 003, the non-slam lock of the invention or theblocking element also actively engages into the recess of the lockinglever. A mutual stopping and blocking of the non-slam lock and thelocking lever does therefore not take place. This ensures under allcircumstances that the locking lever retains its unlocking position aslong as the non-slam lock or the blocking element engages into therecess of the locking levers in order to block it. Only once thenon-slam lock leaves the respective recess, is the locking lever able tomove, for instance, into the locking position.

In detail, the non-slam lock consists mainly of a linearly moveablesliding lever that may be connected to an intermediate element actedupon by the catch. Together, the linearly moveable sliding lever and theintermediate element, representing generally an intermediate leverrotatable around an axis, form a crank mechanism.

This crank mechanism is acted upon by a catch so that the non-slam lockor the sliding lever caries out the described linear movement in orderto lock the locking lever in its unlocking position, when required. Forthis purpose, the non-slam lock generally contains a front projectionengaging into the recess. In addition, it may contain a front stop forlimiting its travel, which becomes effective when the projection hasmoved into the recess. This means that the above stop ensures that theblocking movement of the sliding lever or of the non-slam lock islimited, in particular when the stop is moved against the non-slam lockwhen the projection has moved into the recess.

In order to facilitate the linear movement of the non-slam lock or ofthe sliding lever, the non-slam lock is usually guided on an insert orinlet insert. This inlet insert is inserted into a housing or the backplate of the vehicle door latch and ensures the correct guiding of thelocking pin when moved towards and away from the catch. The inlet insertcan be designed as a plastic insert opened in the direction of thecatch, containing a guide face in the area of the non-slam lock.

In addition to the stop, the non-slam lock also contains a recess for abearing journal of the intermediate element. The stop as well as therecess define the respective end positions of the non-slam lock andlimit these. As the non-slam lock can be moved to and fro between theretracted end position, releasing the locking lever and the advanced endposition, blocking the locking lever. At the same time, the recessdefines the retracted position releasing the locking lever, whilst thestop corresponds with the advanced end position of the non-slam lock,blocking the locking lever.

As a result, a vehicle door latch is provided that contains a blockingelement or a non-slam lock, holding the locking lever and thus theentire locking lever mechanism reliably in the unlocking position,provided the catch is in its open position. Only when the catch isclosed, is the locking lever released and can thus assume its “locked”position. These are the main advantages of the invention.

The figures show a vehicle door latch, whose standard design includes alocking mechanism 1, 2 consisting of the catch 1 and pawl 2. The lockingmechanism 1, 2 interacts with a locking pin 3, only indicated in FIG. 1,in the usual manner. In order to be able to detect the position of thecatch 1, a sensor 4 is provided, which in the embodiment is designed asa micro switch 4.

Between the sensor or micro switch 4 the catch 1 to be detected, anintermediate element 5 is located, transferring the movement of thecatch 1 onto the sensor 4. The intermediate element 5 in the embodimentis designed as an intermediate lever 5 with a mainly circular to ovaloverall shape. Generally, naturally any intermediate elements 5 that areable to transfer the rotary movement of the catch 1 onto the sensor ormicro switch 4 can be used. It would, for instance, be possible to useregulating rods, toothed gears, frictional wheels, Bowden cables, etc.The intermediate lever 5 shown in the embodiment represents, however,the lowest design cost.

The intermediate element or the intermediate lever 5 is rotatablyarranged around an axis 6. The catch 1, in contrast, contains apredominantly vertically arranged axis 7. As a result of the angledarrangement of the two axes 6, 7, the intermediate element or theintermediate lever 5 are only moved by the catch 1 within a limitedangle of rotation in order to trigger the sensor or micro switch 4. Ingeneral, the described movement only occurs, when the catch 1 moves outof the primary position shown in FIGS. 1 and 2. For this purpose, thepawl 2 may be lifted out (mechanically or by a motor) so that the catch1 carries out a clockwise rotation indicated by an arrow in FIG. 2.

As a result, a projection 8 on the catch 1 engages into an extension arm9 on the intermediate element or intermediate lever 5, so that the catch1, rotating clockwise, rotates the intermediate lever 5 in its frontview around axis 6 in the indicated anti-clockwise direction.Consequently, a detection profile 10 on the intermediate lever 5 forsensor 4 is able to produce a signal on the output side of the sensor 4.A control system, not shown, is also informed that the catch 1 has leftits primary position and carries out an opening movement.

The open position of the catch 1 results in closing movements of thecatch 1 due to a relative movement between the locking pin 3 and aninlet opening 11 in clockwise rotations of the intermediate levers 5when seen from the front. In the reference system of the vehicle doorlatch, the locking pin 3 moves into the inlet opening 11. In reality,this process is, of course, caused by a vehicle door with an attachedvehicle door latch being moved in contrast to a vehicle body to whichthe locking pin is fixed.

In one way or another, this process ensures that the sensor or microswitch 4 is not activated. In principle, the movement of catch 1 or thereaching of the primary position could, of course, also be detected. Asthe primary aim is to detect the opening movement of catch 1.

As a result of the realized intermediate element or intermediate lever5, the sensor or micro switch 4 can basically be arranged anywherewithin a latch housing or frame box 12. The positioning along a L-leg ofthe frame box or latch housings 12 has proven to be advantageous. Catch1 does thus (no longer) prescribe the position of the sensor 4.

As part of the embodiment, the intermediate element or the intermediatelever 5 is advantageously arranged on an insert 13 for the latch housingor the frame box 12. This is, in particular, shown in FIG. 3, in whichthis insert 13 is apparent. The insert 13 is an inlet insert 13, i.e. aninsert, defining the inlet opening 11 for the locking pin 3. The insertor the inlet insert 13 consist of a plastic molding with an integratedcushioning element 14 for the locking pin 3 and the catch 1.

This insert or inlet insert 13 contains a fixing plate 15 with anextension, accommodating a journal as axis 6, onto which theintermediate lever 5 is placed. As a result, insert 13 and intermediatelever 5 constitute a sub-assembly, which in its entirety can beconnected to the latch housing or frame box 12, by, for instance,latching, riveting, bolting, gluing, etc. The intermediate element orthe intermediate lever 5 can also be designed as a plastic molding. Anadditional reinforcement plate 16 shown in FIG. 3 ensures, amongst otherthings, the correct fixing of the catch 1.

From FIGS. 4 and 5, the further function of the intermediate element 5now becomes apparent. Said element not only transfers the rotationmovement of the catch 1 onto the sensor 4 but also provides a seat for ablocking element or a non-slam lock 17. This non-slam lock 17mechanically blocks a locking lever 18 when catch 1 is open (see FIG.4). For this purpose, the non-slam lock 17 designed as a sliding lever17 engages with its front projection 19 into a recess 20 of the lockinglevers 18.

If the catch 1 is, however, in its closed position, the non-slam lock orthe sliding lever 17 is retracted from the intermediate lever 5, so thatthe projection 19 leaves the recess 20. The locking lever 18 has nowbeen released.

The figure shows that the blocking element or the sliding lever 17 formsa crank mechanism together with the intermediate element or theintermediate lever 5, whose movement is stopped by a front stop 21. Thisapplies, when the non-slam lock or the sliding lever 17 is moved intothe advanced end position blocking the locking lever 18. In this case,the stop 21 rests against the respective locking lever 18 andconsequently, the travel of the non-slam lock or of the sliding lever 17is limited if the projection 19 has moved into recess 20.

The non-slam lock or the sliding lever 17 also contains a recess 22 fora bearing journal 23 of the intermediate element or of the intermediatelever 5. With the aid of this recess 22 and the bearing journals 23, afurther end position of the non-slam lock 17 is defined, i.e. theretracted position, releasing the locking lever 18. Both end positionsare shown in FIGS. 4 and 5.

The sliding lever 17 moves to and fro between these positions and thatin a linear motion. The inlet insert or insert 13 with a respectiveguide face 24 contributes to guiding said lever. In other words, therotary movements of the catch 1 are, first of all transformed onto adifferent level by the intermediate lever 5 and are then converted intothe said linear movements along insert 13 or its face 24 with the aid ofthe rotatably connected sliding lever 17 and the crank mechanismrealized between the intermediate lever 5 and the sliding lever 17. Thesliding lever 17 can be connected to the intermediate lever 5 byriveting the sliding lever 17 to the intermediate lever 5 or clipping itonto the intermediate lever 5. Similarly, all other levers can beconnected to each other by riveting or clipping. In case of a steelembodiment, also an adhesion connection, in form of welding, ispossible, where for instance a flexible connection is not required.

1-10. (canceled)
 11. A vehicle door latch with a locking mechanism (1,2) comprising a catch (1) having a first axis of rotation (7) and beingmovable between an open position and a closed position; a pawl (2); anintermediate element (5) having a second axis of rotation (6); ablocking element (17) having a first recess (20); and a locking lever(18) being movable between a locking position and an unlocking position;wherein said blocking element (17) is connected to said intermediateelement (5); said blocking element (17) and said intermediate element(5) taken together form a crank mechanism; and if said catch (1) is insaid open position, said blocking element (17) is in said unlockingposition and said blocking element (17) prevents said locking lever (18)from being moved to said locking position.
 12. The vehicle door latch ofclaim 11, wherein said blocking element (17) is linearly moveable. 13.The vehicle door latch of claim 11, wherein if said locking lever (18)is in said unlocking position, said blocking element (17) engages intosaid first recess (20) in order to block said locking lever (18) frombeing moved to said locking position.
 14. The vehicle door latch ofclaim 11, wherein said blocking element (17) comprises a frontprojection (19) for engaging into said first recess (20).
 15. Thevehicle door latch of claim 14, wherein said blocking element (17)comprises further a stop (21), said stop (21) limiting movement of saidprojection (19) within said first recess (20).
 16. The vehicle doorlatch of claim 11, wherein said blocking element (17) is rotatablyconnected to said intermediate element (5).
 17. The vehicle door latchof claim 12 comprising further a latch housing (12) having an inletopening (11) for receiving a locking pin (3), and an inlet insert (13)having a guide face (24) disposed within said inlet opening (11),wherein said blocking element (17) is linearly movable along said guideface (24).
 18. The vehicle door latch of claim 11, wherein said blockingelement (17) comprises further a stop (21), said stop (21) limitingmovement of said blocking element (17) in an advanced end position. 19.The vehicle door latch of claim 18, wherein said intermediate element(5) comprises further a bearing journal (23), and said blocking element(17) comprises further a second recess (22), said bearing journal (23)and said second recess (22) limiting movement of said blocking element(17) in a retracted position.
 20. The vehicle door latch of claim 19,wherein said blocking element (17) is movable between said advanced endposition and said retracted position, wherein if said blocking element(17) is in said advanced end position, said locking lever (18) isblocked from being moved to said locking position; and if said blockingelement (17) is in said retracted position, said locking lever (18) isnot blocked from being moved to said locking position.
 21. The vehicledoor latch of claim 20, wherein said locking lever (18) is not blockedfrom being moved to said locking position if and only if said blockingelement (17) is in said retracted position.
 22. The vehicle door latchof claim 20, wherein said locking lever (18) is not blocked from beingmoved to said locking position if and only if said catch (1) is in saidclosed position.
 23. The vehicle door latch of claim 19, wherein saidadvanced end position and said retracted position are end positions. 24.The vehicle door latch of claim 17, wherein said inlet insert (13) ismade of molded plastic.
 25. The vehicle door latch of claim 17, whereinsaid inlet insert (13) and said intermediate element (5) create asub-assembly.
 26. The vehicle door latch of claim 25, wherein saidsub-assembly is connected to said latch housing (12) by latching,riveting, bolting, or gluing.
 27. The vehicle door latch of claim 11,wherein said intermediate element (5) is made of molded plastic.
 28. Thevehicle door latch of claim 11, wherein said blocking element (17) isriveted or clipped to said intermediate element (5).
 29. The vehicledoor latch of claim 11, wherein said blocking element (17) is welded tosaid intermediate element (5).
 30. A vehicle door latch with a lockingmechanism (1, 2) comprising a catch (1) having a first axis of rotation(7) and being movable between an open position and a closed position; apawl (2); an intermediate element (5) having a second axis of rotation(6); a blocking element (17) having a first recess (20); and a lockinglever (18) being movable between a locking position and an unlockingposition; wherein said blocking element (17) is rotatably connected tosaid intermediate element (5); and said blocking element (17) and saidintermediate element (5) taken together form a crank mechanism.